DEVICE FOR A DRIVETRAIN OF A HYBRID VEHICLE, DRIVETRAIN, AND METHOD FOR OPERATING SAME

• US 20130267367A1
• Filed: 11/08/2011
• Published: 10/10/2013
• Est. Priority Date: 12/20/2010
• Status: Active Grant

• Current Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Original Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Inventors: Kaltenbach, Johannes, Borntraeger, Kai
• Granted Patent: US 8,684,875 B2
• Time in Patent Office: Days
• US Class Current: 475/5
• CPC Class Codes: B60K 2006/4825 Electric machine connected or connectable to gearbox input shaft
• CPC Class Codes: B60K 2006/4833 Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/387 Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
• CPC Class Codes: B60K 6/42 characterised by the architecture of the hybrid electric vehicle
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60K 6/50 Architecture of the driveline characterised by arrangement or kind of transmission units
• CPC Class Codes: B60W 10/113 with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: F16H 2003/0933 with coaxial countershafts
• CPC Class Codes: F16H 2200/0056 the gear ratios comprising seven forward speeds
• CPC Class Codes: F16H 3/006 power being selectively transmitted by either one of the parallel flow paths
• CPC Class Codes: F16H 3/126 using an electric drive
• CPC Class Codes: F16H 3/725 with means to change ratio in the mechanical gearing
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10S 903/902 Prime movers comprising electrical and internal combustion motors

Abstract

A device for a drive-train of a hybrid vehicle comprising a planetary gearset having three elements which comprise a carrier, a sun gear and a ring gear. A first elements serves as a fixed connection of a first input shaft of a first partial transmission of a transmission. A second of the elements serves as a fixed connection of a hybrid drive electric machine. A first shifting element connects, in a first position thereof, a third of the elements to a second input shaft of a second partial transmission, to which a hybrid drive combustion engine can be coupled. The first shifting element, when in a second position, connects the third of the elements to the housing or the stator. A second shifting element, when engaged, couples the two input shafts of the two partial transmissions with one another and, when disengaged, separates the two input shafts from one another.

Claims

1-15. -15. (canceled)

16. A device for a drive-train of a hybrid vehicle, the device comprising:

a planetary gear set (8) comprising three elements, the three elements comprising a carrier (9), a sun gear (10) and a ring gear (11);

a first element, of the three elements (9, 10, 11) of the planetary gear set, forming a fixed connection of a first transmission input shaft (6) with a first partial transmission (4) of a transmission (3), and a second element, of the three elements (9, 10, 11) of the planetary gear set, forming a fixed connection with an electric machine (2) of a hybrid drive;

a first shifting element (12) having a first shift position (A) and a second shift position (B);

in the first shift position (A) of the first shifting element (12), a third element of the three elements (9, 10, 11) of the planetary gear set, is connected to a second transmission input shaft (7) of a second partial transmission (5) of the transmission, and an internal combustion engine (1) of the hybrid drive being couplable to the second transmission input shaft (7);

in the second shift position (B) of the first shifting element (12), the third element of the three elements (9, 10, 11) of the planetary gear being connected to one of a housing and a stator;

a second shifting element (13) being engageable and disengageable, when the second shifting element (13) is engaged; and

the first and the second transmission input shafts (6, 7) of the first and the second partial transmissions (4, 5) are coupled to one another, and when the second shifting element (13) is disengaged, the first and the second transmission input shafts (6, 7) of the first and the second partial transmissions (4, 5) are separated from one another.

17. The device according to claim 16, wherein the planetary gear set (8), in the first shift position (A) of the first shifting element (12), serves as a superposition gear-train and, in the second shift position (B) of the first shifting element (12), the planetary gear set (8) serves as a constant gear.

18. The device according to claim 16, wherein, when the first shifting element (12) is in a third disengaged position, the third element of the planetary gear set (8) is freely rotatable.

19. The device according to claim 16, wherein when the second shifting element (13) is engaged, the first element of the planetary gear set (8) is coupled, in a fixed manner, to both of the first and the second transmission input shafts (6, 7) of the first and the second partial transmissions (4, 5), and when the second shifting element (13) is disengaged, the first element of the planetary gear set (8) is couplable in a fixed manner exclusively to the first transmission input shaft (6) of the first partial transmission (4).

25. The device according to claim 16, wherein the device is operated by a method of shifting the first shifting element (12) from the first shift position (A) to the second shift position (B), either when the second shifting element (13) is engaged and a gear is engaged in the first partial transmission (4), or when the second shifting element (13) is disengaged and a gear is engaged in the second partial transmission (5),

the electric machine (2) is first made completely free from load and its load is transferred fully, or in part to, the internal combustion engine (1), then the first shift position (A) is disengaged while free from load, then by the electric machine (2), the first shifting element (12) is synchronized in relation to the second shift position (B), and then the second shift position (B) is engaged free from load, whereby the internal combustion engine (1) delivers torque to a transmission output shaft (15) of the transmission (3) via the first partial transmission (4) if the shifting element (13) is engaged and, via the second partial transmission (5), if the second shifting element (13) is disengaged.

27. The device according to claim 16, wherein the device is operated by a method to shift the first shifting element (12) from the second shift position (B) to the first shift position (A), either when the second shifting element (13) is engaged and a gear is engaged in the first partial transmission (4), or when the second shifting element (13) is disengaged and a gear is engaged in the second partial transmission (5),

the electric machine (2) is first made completely free from load and its load is transferred fully, or in part, to the internal combustion engine (1), then the second shift position (B) is disengaged while free from load, then the first shifting element (12) is synchronized by the electric machine (2) in relation to the first shift position (A) and, thereafter, the first shift position (A) is engaged while free from load, whereby the internal combustion engine (1) delivers torque to a transmission output shaft (15) of the transmission (3), via the first partial transmission (4), if the second shifting element (13) is engaged and via the second partial transmission (5) if the second shifting element (13) is disengaged.

29. The device according to claim 16, wherein the device is operated by a method to shift the first shifting element (12) from the second shift position (B) to the first shift position (A) without traction force interruption, when the second shifting element (13) is a friction shifting element that can be operated with slip and when the second shifting element (13) is initially disengaged,

the electric machine (2) is first made completely free from load and its load is transferred completely to the internal combustion engine (1) by the second shifting element (13) which, for that purpose, is at least partially engaged and can be operated with slip, then the second shift position (B) is disengaged while free from load, then by the electric machine (2), the first shifting element (12) is synchronized in relation to the first shift position (A) and the first shift position (A) is then engaged while free from load and, thereafter, load is built up at the electric machine (2) and reduced at the internal combustion engine (1), so that the second shifting element (13) becomes load-free and is then disengaged.

31. The device according to claim 16, wherein the device is operated by a method to shift the first shifting element (12) from the first shift position (A) to the second shift position (B) without traction force interruption, when the second shifting element (13) is a friction shifting element that can be operated with slip and when the second shifting element (13) is initially disengaged,

the electric machine (2) is first made completely free from load and its load is transferred completely to the internal combustion engine (1) by the second shifting element (13) which, for that purpose, is at least partially engaged and can be operated with slip, then the first shift position (A) is disengaged while free from load, then by the electric machine (2), the first shifting element (12) is synchronized in relation to the second shift position (B) and the second shift position (B) is then engaged while free from load and, thereafter, load is built up at the electric machine (2) and reduced at the internal combustion engine (1), so that the second shifting element (13) becomes load-free and is then disengaged.

33. The device according to claim 16, wherein the device is operated by a method to shift the first shifting element (12) from the first shift position (A) to the second shift position (B), when the second transmission input shaft (7) of the second partial transmission (5) is coupled to the internal combustion engine (1) by a frictional separator clutch (14) that can be operated with slip, and when the separator clutch (14) is initially fully engaged, and when the second shifting element (13) is initially disengaged, and when a gear is initially engaged in the first partial transmission (4) and when the second partial transmission (5) is initially in neutral,

the separator clutch (14) is first operated with slip and a rotation speed of the second transmission input shaft (7) is approximated to a speed of the first transmission input shaft (6), then the second shifting element (13) is engaged or a gear is engaged in the second partial transmission (5), then the load at the electric machine (2) is reduced, then the first shift position (A) is disengaged, then by the electric machine (2), the first shifting element (12) is synchronized in relation to the second shift position (B), and then the second shift position (B) is engaged.

35. The device according to claim 16, wherein the device is operated by a method to shift the first shifting element (12) from the second shift position (B) to the first shift position (A) when the second transmission input shaft (7) of the second partial transmission (5) is coupled to the internal combustion engine (1) by a frictional separator clutch (14) that can be operated with slip, and when the second shifting element (13) is initially disengaged, and when a gear is initially engaged in the first partial transmission (4) and when the second partial transmission (5) is initially in neutral,

the separator clutch is first disengaged or kept disengaged, then the second shifting element (13) is engaged or a gear is engaged in the second partial transmission (5), then, with the separator clutch (14) operated with slip the load is increased at the internal combustion engine (1) and reduced at the electric machine (2), then the second shifting element (B) is disengaged, then the first shifting element (12) is synchronized by the electric machine (2) in relation to the first shift position (A) and, thereafter, the first shift position (A) is engaged.

20. A drive-train of a hybrid vehicle comprising a hybrid drive comprising:

an internal combustion engine (1);

an electric machine (2); and

a transmission (3) comprising first and second partial transmissions (4, 5) connected in parallel with one another, each of the first and the second partial transmissions having a respective transmission input shaft (6, 7),

a planetary gear set (8) comprising the elements of a carrier (9), a sun gear (10) and a ring gear (11), a first element of the elements (9, 10, 11) of the planetary gear set is connected fixed to a first transmission input shaft (6) of a first partial transmission (4) and a second element of the elements (9, 10, 11) of the planetary gear set is connected fixed to the electric machine (2) of the hybrid drive,

a first shifting element (12) by which, in a first shift position (A) of the first shifting element (12), a third element of the elements (9, 10, 11) of the planetary gear set is connectable to a second transmission input shaft (7) of a second partial transmission (5) of the transmission, to which in addition the internal combustion engine (1) of the hybrid drive is couplable, and

in a second shift position (B) of the first shifting element (12), the third element of the elements (9, 10, 11) of the planetary gear set is connectable to one of a housing or a stator,

a second shifting element (13) by which, when the second shifting element (13) is engaged, the first and the second transmission input shafts (6, 7) of the first and the second partial transmissions (4, 5) are coupled to one another, while, when the second shifting element (13) is disengaged, the first and the second transmission input shafts (6, 7) of the first and the second partial transmissions (4, 5) are separable from one another.

21. The drive-train according to claim 20, wherein the planetary gear set (8), in the first shift position (A) of the first shifting element (12), serves as a superposition gear-train and, in the second shift position (B) of the first shifting element (12), the planetary gear set (8) serves as a constant gear.

22. The drive-train according to claim 20, wherein the second transmission input shaft (7) of the second partial transmission (5) is continuously connected to the internal combustion engine (1).

23. The drive-train according to claim 20, wherein a separator clutch (14) couples the second transmission input shaft (7) of the second partial transmission (5) to the internal combustion engine (1).

24. The drive-train according to claim 20, wherein the second shifting element (13) is integrated in a gearset of the transmission (3).

26. The drive-train according to claim 20, wherein the drive-train is operated to shift the first shifting element (12) from the first shift position (A) to the second shift position (B), either when the second shifting element (13) is engaged and a gear is engaged in the first partial transmission (4), or when the second shifting element (13) is disengaged and a gear is engaged in the second partial transmission (5),

the electric machine (2) is first made completely free from load and its load is transferred fully, or in part, to the internal combustion engine (1), then the first shift position (A) is disengaged while free from load, then by means of the electric machine (2), the first shifting element (12) is synchronized in relation to the second shift position (B), and then the second shift position (B) is engaged free from load, whereby the internal combustion engine (1) delivers torque to a transmission output shaft (15) of the transmission (3) via the first partial transmission (4) if the shifting element (13) is engaged and, via the second partial transmission (5), if the second shifting element (13) is disengaged.

28. The drive-train according to claim 20, wherein the drive-train is operated by a method to shift the first shifting element (12) from the second shift position (B) to the first shift position (A), either when the second shifting element (13) is engaged and a gear is engaged in the first partial transmission (4), or when the second shifting element (13) is disengaged and a gear is engaged in the second partial transmission (5),

the electric machine (2) is first made completely free from load and its load is transferred fully, or in part, to the internal combustion engine (1), then the second shift position (B) is disengaged while free from load, then the first shifting element (12) is synchronized by the electric machine (2) in relation to the first shift position (A) and, thereafter, the first shift position (A) is engaged while free from load, and the internal combustion engine (1) delivers torque to a transmission output shaft (15) of the transmission (3), via the first partial transmission (4), if the second shifting element (13) is engaged and, via the second partial transmission (5), if the second shifting element (13) is disengaged.

30. The drive-train according to claim 20, wherein the drive-train is operated by a method to shift the first shifting element (12) from the second shift position (B) to the first shift position (A) without traction force interruption, when the second shifting element (13) is a friction shifting element that can be operated with slip and when the second shifting element (13) is initially disengaged,

the electric machine (2) is first made completely free from load and its load is transferred completely to the internal combustion engine (1) by the second shifting element (13) which, for that purpose, is at least partially engaged and can be operated with slip, then the second shift position (B) is disengaged while free from load, then by the electric machine (2), the first shifting element (12) is synchronized in relation to the first shift position (A) and the first shift position (A) is then engaged while free from load and, thereafter, load is built up at the electric machine (2) and reduced at the internal combustion engine (1), so that the second shifting element (13) preferably becomes load-free and is then opened.

32. The drive-train according to claim 20, wherein the drive-train is operated by a method to shift the first shifting element (12) from the first shift position (A) to the second shift position (B) without traction force interruption, when the second shifting element (13) is a friction shifting element that can be operated with slip and when the second shifting element (13) is initially disengaged,

the electric machine (2) is first made completely free from load and its load is transferred completely to the internal combustion engine (1) by the second shifting element (13) which, for that purpose, is at least partially engaged and can be operated with slip, then the first shift position (A) is disengaged while free from load, then by the electric machine (2), the first shifting element (12) is synchronized in relation to the second shift position (B) and the second shift position (B) is then engaged while free from load and, thereafter, load is built up at the electric machine (2) and reduced at the internal combustion engine (1) so that the second shifting element (13) becomes load-free and is then disengaged.

34. The drive-train according to claim 20, wherein the drive-train is operated by a method to shift the first shifting element (12) from the first shift position (A) to the second shift position (B), when the second transmission input shaft (7) of the second partial transmission (5) is coupled to the internal combustion engine (1) by a frictional separator clutch (14) that can be operated with slip, and when the separator clutch (14) is initially fully engaged, and when the second shifting element (13) is initially disengaged, and when a gear is initially engaged in the first partial transmission (4) and when the second partial transmission (5) is initially in neutral,

the separator clutch (14) is first operated with slip and the rotation speed of the second transmission input shaft (7) is approximated to the speed of the first transmission input shaft (6), then the second shifting element (13) is engaged or a gear is engaged in the second partial transmission (5), then the load at the electric machine (2) is reduced, then the first shift position (A) is disengaged, then by the electric machine (2), the first shifting element (12) is synchronized in relation to the second shift position (B), and then the second shift position (B) is engaged.

36. The drive-train according to claim 20, wherein the drive-train is operated by a method to shift the first shifting element (12) from the second shift position (B) to the first shift position (A), when the second transmission input shaft (7) of the second partial transmission (5) is coupled to the internal combustion engine (1) by a frictional separator clutch (14) that can be operated with slip, and when the second shifting element (13) is initially disengaged, and when a gear is initially engaged in the first partial transmission (4) and when the second partial transmission (5) is initially in neutral,

the separator clutch is first disengaged or kept disengaged, then the second shifting element (13) is engaged or a gear is engaged in the second partial transmission (5), then, with the separator clutch (14) operated with slip, the load is increased at the internal combustion engine (1) and reduced at the electric machine (2), then the second shifting element (B) is disengaged, then the first shifting element (12) is synchronized by the electric machine (2) in relation to the first shift position (A) and, thereafter, the first shift position (A) is engaged.